Have a quick read of this account of a race crew getting hit by a nasty thunderstorm when approaching their home port of Gloucester, Mass.

Done?

Anything jump out at you?

The first thing that hit me is that they never even considered waiting offshore for conditions to improve, or even daylight, before trying what turned out to be a very dangerous approach.

Sure, it would have been rough out there but the wind was in the North so they would have been in at least a partial lee from Cape Ann.

What about running off for Cape Cod where they could have rounded up under the Hook and anchored with no lee-shore danger?

Don’t get me wrong. I was not there and Mass Bay can be a bad place, particularly if the current is running against the wind, with limited sea room in a northerly. Maybe they made the right call.

But by entering Gloucester they were taking huge risks because of the breakwater under their lee. They got lucky on the aborted mooring approach but it could have gone very differently: hitting another boat, getting their mooring gear or someone else’s around the prop…the list is endless. A simple engine or steering failure could have have ended in a nasty wreck.

Have I made the same mistake? Yes. In fact, that’s why this jumped out at me.

Member Tim Newson sent us the attached account of a serious situation that developed when several small oversights and maintenance failures came home to roost during a challenging early winter voyage across the North Sea—only Brits would think such a cruise might be fun!

…OK, I have done that sort of thing, too, but then I have a British passport and went to school there, so that tells you everything you need to know.

Anyway, Tim does a great job on the postmortem and lessons learned, as well as sharing the story of some good seamanship exercised in adversity that resulted in things ending well.

I highly recommend you take ten minutes to read Tim’s paper, you will learn a lot, as I did.

The only things I would add are:

• I don’t think dry powder fire extinguishers are a good idea in engine rooms, but there may be regulations in the UK that make my preferred option not available, and I’m certainly no expert on fire suppression agents, although I have written some thoughts.
• I would recommend installing a digital battery monitor on the boat, since I’m guessing from the account that they were using voltage to assess state of charge—very inaccurate, except on a battery that has been disconnected from all loads and charging sources for at least an hour.
• I have also ranted and raved about the need for windlass clutches and brakes and entirely support Tim on this.

Tim’s Report

Question

Member, George asked:

I’m presently faced with challenge of a transatlantic delivery Maine- Azores and beyond.

Boat is old 1978 NY 40, Palmer Johnson built. Pretty solid for IOR era as it was intended for Bermuda races as well as inshore events. Stickey issue is the 12 gallon fuel tank! I don’t like lashing 5 gallon jugs on deck nor approve of diesel storage anywhere below without approved design tankard…

…Barely considering propulsion, just battery charging for auto pilot and house loads, probable 14+ days at a stretch, 40 gallons seems minimum. We’re fitting an old Navik wind vane, so if light conditions, if it doesn’t break we can augment the Garmin auto pilot. 4 on board so hand steering is also an option.

I have a 20 gallon approved for diesel, can be installed below deck flexible tank. Thinking about installing that under aft bunk.

I’d still need 4 more 5 gallon jerry cans & suitable plumbing for safe fuel transfer to main tank. Any words of wisdom?

Answer

As you say, stowing cans on deck is not a good option.

The good news is the NY40 sails well and there should be good breeze on that voyage, so as long as you watch the weather and make sure not to get too far south into the Bermuda-Azores high, you should be able to sail the whole way.

That leaves charging. I’m thinking the best answer is a Watt & Sea hydro generator. That should provide all the electricity you need, as long as you are careful and hand steer some so the fuel can be kept for propulsion.

Expensive, I know, but by far the best solution to this problem and a longterm fix for the boat’s small tank, too.

I don’t much like the idea of the flexible tank because of chafe issues. I have been on a boat when a diesel tank ruptured at sea and it was beyond horrible!

So how about adding a small rigid tank? Would be a good upgrade, anyway, not that hard to do, and you have time.

Even if only say 12 gallons, that would bring the total up to an acceptable amount for the passage, since you would not need any for charging.

The other idea would be say two to four cans below, maybe in a cockpit locker, well padded, and filled as Rob suggests. Given you will have charging covered off, you can wait for calm to transfer, and may not even need to do that.

Anyway, good on you for not giving into the temptation to lash a bunch of jugs along the lifelines, as is all too common, and horribly un-seamanlike.

The furler line is only secured by a cam cleat (under dodger flap in shadow) on our J/109, so when leaving the boat we clove hitch it around the winch. Also note the sheet is half hitched around the standing part.

Before leaving the boat we also make very sure the jib is neatly rolled and the sheets take a couple of tight turns around the clew.

Unintended jib unfurls are common and a seamanship fail.

I have to confess that over the 30 years we owned our McCurdy and Rhodes 56 I let my close-quarters sailing skills get rusty.

It’s not that the boat is unhandy, far from it, with main and staysail she can be sailed into the smallest and most crowded of spaces.

But somehow, in the the process of always going somewhere (that’s cruising), there just never seemed to be the time to take an hour over an approach when starting the engine would would bring a long day, or days, to a close in less than half the time.

But now that we are sailing a boat primarily for the pure pleasure of it, that’s changed, and Phyllis and I are dusting off old skills to sail on and off the mooring, even when it adds an hour to the day…or maybe because it adds an hour to the day.

I even managed to pick up the mooring under sail in our crowded anchorage singlehanded…and then was insufferable about it for weeks.

Anyway, aside from the fun and bragging rights conferred by sailing in and out of confined waters, it really should be a huge embarrassment for any sailboat owner to call for a tow just because the engine is down, so close-quarters sailing skills are worth working on.

These skills can also keep us off the rocks in the event of an engine failure on a lee shore.

Here’s an article to get us started.